An update to the TEMP, which reflects the award of the EMD contract and the DAB decision and called for a second LRIP contract, was approved by OSD on November 6, 1998.

Pre-EMD testing has reduced the risk associated with airframe stiffening and vibration reduction modifications. This continuous data collection effort was accomplished using a modified CH-47D called the vibration reduction test aircraft, and established that existing technologies such as structural stiffening and modified vibration absorbers could reduce vibration.

The Live Fire Test program was initiated in 2QFY99, and consisted of four detailed test plans and two series of tests. The four test plans were on the Cockpit Skin Panels, Cockpit Components, Fuel Subsystem, and Propulsion/Engine Subsystems. The first test series was the Cockpit Skin Panels, in which approximately 100 shots were conducted at Aberdeen Proving Ground. Secondly, static testing of the CH-47D main rotor blades was conducted as part of the Joint Live Fire program. The rotor blades from the D-model are the same as the F-model, so these data are applicable and will support LFT&E of the CH-47F.

If executed as planned and resourced, the proposed test program is adequate to provide sufficient data to assess ICH's operational effectiveness and suitability. In addition, an extensive LFT&E program is planned to examine vulnerability issues pertaining to the aircraft.

The OT&E concept for ICH will focus on operational suitability. The helicopter's mission-related range and payload requirements-the primary effectiveness issues-will be realized by installing the new engines (a separate engineering change proposal); OT must verify that these capabilities are not diminished as a result of ICH modifications.

As noted previously, the ICH program is expected to reduce operating and support costs by decreasing the maintenance burden on the cargo helicopter unit as opposed to the CH-47D. This will be a challenge to demonstrate in the limited time available in IOT&E. To mitigate this limitation, Reliability, Availability, and Maintainability data will be collected throughout contractor testing, technical testing, and operational testing. Furthermore, Reliability and Maintainability data collection will continue after IOT&E to refine the evaluation of the aircraft's Reliability and Maintainability performance as it accumulates additional flight hours.

From a technical perspective, there are two primary risk areas (both are "low risk"): (1) aviation avionics, specifically, integrating off-the-shelf components into an open systems architecture to develop an Army XXI cockpit; and (2) airframe stiffening to reduce vibration. Improvements in these areas are designed to improve the helicopter's reliability and availability.

Avionics upgrades will rely largely on non-developmental components and systems. Integration of data-bused electronic components is routinely accomplished in aircraft. Particularly for an aircraft manufacturer like Boeing (the contractor selected for the program), this is not expected to be a difficult undertaking.

It will be a challenge for the Army to explicitly demonstrate the benefits of the program's digitization component. This is certainly not unique to the ICH program or to Army Aviation; all the communities are working to quantitatively show the value added by digitized command and control once the technical problems have been solved. DOT&E is working through the details with the Army to describe an IOT&E that will allow adequate test of the helicopter's capability to interoperate on the Army's digitized battlefield. Currently, ICH IOT&E is scheduled to take place at Ft. Campbell, KY-home to units that will be among the last in the Army to receive any of the new, digitized command and control systems. Given the expected fielding schedule for the Army's digitization programs, an as yet unspecified ICH follow-on test will be necessary. Such testing might "piggy-back" on planned FBCB2 testing or training to look at full Embedded Battle Command capability, including messaging and situational awareness. Further, such testing would most likely have to occur at Ft. Hood if testing is to be accomplished in the near term.

Lastly, the CH-47F LFT&E program is a fairly robust program. Ample test data from the Army's Live Fire Test of the Improved Cargo Helicopter (CH-47F) and the DOT&E Joint Live Fire of the basic CH-47D are expected to provide a good evaluation of the CH-47F. The only LFT&E concern at this time is that dynamic testing of the main rotor blades (under the JLF program) may not occur prior to the Milestone-III decision due to the fact that the same helicopter will be used to support earlier live fire testing of other components unique to the CH-47F.